BR102015007425B1 - METHOD FOR REAL-TIME POWER CONTROL AND MOTOR CONTROL SYSTEM - Google Patents

Abstract

METHOD FOR REAL-TIME POWER CONTROL AND MOTOR CONTROL SYSTEM A method for real-time power control over a plurality of motor controllers by at least one processor on a computer system may include determining a load demand of power from a first set of motors, select a combination of motor controllers to meet the power load demand, assign a first set of system-wide priorities, configure a power switching network to connect the first set of motors to motor controllers, receive a power request for a motor from a control unit, determine a priority assignment for that motor, assign a second set of system-wide priorities, determine a second power load demand from a second set of engines, wherein the second plurality of active engines comprises the first plurality of motorcycles active res and the first motor, select a second combination of motor controllers needed to meet the second power load demand, and configure the switching power network according to the second set of system-wide priorities.

Description

TECHNICAL FIELD

[001] The present invention relates to electrical power conversion systems, motor control and distribution systems.

FUNDAMENTALS

[002] Motors are used in a wide variety of applications. In many applications, an engine is connected to an engine controller that performs a particular function to manage the engine's operations. For example, aircraft engines are used to drive control surfaces, environmental systems, and many other systems. Each of these typically receives electrical power from a dedicated motor controller connected in-line between the motor and a power source. The motor controller can include any combination of rectifiers, inverters and filters that condition the electrical signal received from the power source for use by the motor.

[003] On aircraft and other vehicular platforms, there is typically a dedicated engine controller installed inside the vehicle for each engine. Each motor controller is sized according to the peak power load demand of the motor which is controlled by the motor controller. For example, a 100 kilowatt (kW) motor would require a 100 kW motor controller, which is a motor controller that is capable of conditioning and delivering 100 kW to the motor.

[004] Motor controllers can be relatively heavy equipment. Various components of motor controllers, such as input and output filters, significantly increase the overall weight of each controller. As the weight of motor controllers is substantially proportional to the rated power of the controller, the higher the rated power of the motor controller, the heavier the motor controller will be.

[005] It is with respect to these considerations and others that the invention described here is presented.

SUMMARY

[006] In one embodiment, a method for real-time power control over a plurality of motor controllers by at least one processor in a computer system may include determining a first power load demand from a first plurality of active engines, wherein the first plurality of active engines is a subset of a plurality of engines; selecting a first combination of motor controllers from the plurality of motor controllers necessary to provide sufficient power to meet the first power load demand based, at least in part, on a maximum power output of the plurality of motor controllers; assigning a first set of system wide priorities based at least in part on maximum power output and first power load demand; configuring a power switching network such that the first plurality of active motors are electrically connected to the first series of motor controllers in accordance with the first set of system wide priorities; receiving from a first control unit a power request for a first motor, wherein the power request is associated with a first priority level; determining a first priority assignment for the first priority level against the first system-wide priority set; assign a second set of system-wide priorities based, at least in part, on the first priority assignment and the first set of system-wide priorities; determining a second power load demand from a second plurality of active motors, wherein the second plurality of active motors comprises the first plurality of active motors and the first motor; selecting a second combination of motor controllers from the plurality of motor controllers required to provide sufficient power to meet the second power load demand; and configuring the power switching network such that the second plurality of active motors are electrically connected to the second combination of motor controllers in accordance with the second set of system wide priorities. In another embodiment, an engine control system may include a plurality of engines; a plurality of motor controllers configured for electrical connection in parallel; a power switching network electrically connecting the plurality of motors to the plurality of motor controllers; and a modular parallel converter for dynamically controlling the power switching network, comprising a computer with at least one processor and a non-transient storage medium having computer-executable instructions stored thereon which, when executed on the computer, cause the computer to determine a first power load demand from a first plurality of active motors, wherein the first plurality of active motors is a subset of the plurality of motors; selecting a first combination of motor controllers from the plurality of motor controllers necessary to provide sufficient power to meet the first power load demand based at least in part on a maximum power output of the plurality of motor controllers; assigning a first set of system-wide priorities based at least in part on maximum power output and first power load demand; configuring the power switching network such that the first plurality of active motors are electrically connected to the first series of motor controllers in accordance with the first set of system wide priorities; receiving from a first control unit a power request for a first motor, wherein the power request is associated with a first priority level; determining a first priority assignment for the first priority level against the first system-wide priority set; assign a second set of system-wide priorities based at least in part on the first priority assignment and the first set of system-wide priorities; determining a second power load demand from a second plurality of active motors, wherein the second plurality of active motors comprises the first plurality of active motors and the first motor; selecting a second combination of motor controllers from the plurality of motor controllers required to provide sufficient power to meet the second power load demand; and configuring the power switching network such that the second plurality of active motors are electrically connected to the second combination of motor controllers in accordance with the second set of system wide priorities.

[007] In yet another embodiment, an aircraft having an engine control system may include a plurality of engines; a plurality of motor controllers configured for electrical connection in parallel; a power switching network electrically connecting the plurality of motors to the plurality of motor controllers; and a modular parallel converter for dynamically controlling the power switching network, comprising a computer having at least one processor and a non-transient storage medium having computer-executable instructions stored thereon which, when executed on the computer, cause the computer to receive a communication including a requested mode and an amount of requested mode power; calculate a maximum power rating, based, at least in part, on a total number of motor controllers and an amount of power associated with each motor controller; calculate a current power usage based, at least in part, on which modes are currently active and what power is being consumed as a result of those active modes; determining a current power capacity that is currently available for use by taking the difference between the maximum power capacity and the current power use; activate the requested mode and reduce the current power capacity to contribute to the requested mode activation, only if the current power capacity is not less than the requested mode power amount, but if the current power capacity is less than that amount of requested mode power will then determine a priority assignment of requested mode with respect to other modes in activity; activate the requested mode by only the current power capacity and then reduce the current power capacity to contribute to the activation of the requested mode, only if the priority of the requested mode is less than or equal to the priority of all other active modes, but if the priority of the requested mode is not less than or equal to the priority of all other modes currently in operation, so determine if there are any lower priority modes having a priority assignment just lower than the requested mode priority assignment, and if there are any lower priority modes, then determine if the only lower priority modes that exist are first low priority modes having a priority assignment only a single level lower than the requested mode priority assignment, and if there are any first minimum priority modes, then determine a total power of the first priority modes power that is currently used by those first low priority modes, then partially reduce the total power of the first low priority modes, drive that partially reduced power to the requested mode, and set the current power capacity to zero, only if it is possible to partially reduce the total power of the first low priority modes, if it is not possible to partially reduce the total power of the first low priority modes, then completely reduce the total power of the first low priority modes, drive that power completely reduced to the required mode, and set the current power capacity to zero; determining if there are second low priority modes having a priority assignment between the first low priority modes assignment level and the requested mode priority assignment level, and if there are any second low priority modes, then; partially reduce the total power of the first low priority modes, direct this partially reduced power to the requested mode, only if it is possible to make a partial reduction of the total power of the first low priority modes, if it is not possible to make a partial reduction of the total power of the first low priority modes, then; completely reduce the total power of the first low priority modes; determining a second total power of the low priority modes that is currently used by those second low priority modes; partially reduce the total power of the second low priority modes, direct this partially reduced power to the requested mode, only if it is possible to make a partial reduction of the total power of the second low priority modes, if it is not possible to make a partial reduction of the total power of the second least priority modes, then; completely reduce the total power of the first low priority modes and the total power of the second low priority modes, direct this completely reduced combined power to the requested mode, and set the current power capacity to zero.

[008] The features, functions and advantages that have been discussed can be obtained independently in various embodiments of the present invention or can be combined in additionally other embodiments, of which more details can be seen with reference to the description that follows, the accompanying drawings and the accompanying claims.

BRIEF DESCRIPTION OF THE DRAWINGS

[009] FIG. 1 is a block diagram showing a conventional motor controller architecture.

[0010] FIG. 2 is a block diagram showing a parallel motor controller architecture in accordance with various embodiments presented herein.

[0011] FIG. 3 is a power load chart showing a graph of a power load request from a cabin air compressor versus a hydraulic motor pump during different phases of aircraft flight in accordance with various embodiments presented herein.

[0012] FIGS. 4A-4E are block diagrams showing examples of motor controller switching architectures according to the various embodiments presented here.

[0013] FIGS. 5A-5C are block diagrams showing implementations using alternative output filter placements within a motor controller system in accordance with various embodiments presented herein.

[0014] FIG. 6 is a flowchart illustrating a prior art method for controlling a group of motors;

[0015] FIG. 7 is a flowchart illustrating a preferred embodiment elaborating the control and operation of the prior art method for controlling a group of motors.

[0016] FIG. 8 is a flowchart illustrating a preferred embodiment elaborating the control and operation of the prior art method for controlling a group of motors, specifically directed to a new main combustion engine electric starter operating logic.

[0017] FIG. 9 is a flowchart illustrating a preferred embodiment elaborating the control and operation of the prior art method for controlling a group of motors, specifically directed to a new internal combustion engine electrical starter per unit of auxiliary power operation logic.

[0018] FIG. 10 is a flowchart illustrating a preferred embodiment elaborating the control and operation of the prior art method for controlling a group of motors, specifically directed to a new internal combustion engine electric starter per unit auxiliary power source operating logic. battery.

[0019] FIG. 11 is a flowchart illustrating a preferred embodiment elaborating the control and operation of the prior art method for controlling a group of engines, specifically addressed to a new electrical taxiing operation logic.

[0020] FIG. 12 is a flowchart illustrating a preferred embodiment elaborating the control and operation to control a group of engines, specifically addressed to a new cabin air compressor operating logic.

[0021] FIG. 13 is a flowchart illustrating a preferred embodiment elaborating the control and operation of the prior art method for controlling a group of motors, specifically addressed to a new hydraulic pump operating logic.

[0022] FIG. 14 is a flowchart illustrating a preferred embodiment elaborating the control and operation of the prior art method for controlling a group of engines, specifically addressed to a new operating logic of the nitrogen generation system.

[0023] FIG. 15 is a flowchart illustrating a preferred embodiment elaborating the control and operation of the prior art method for controlling a group of motors, specifically addressing a new environmental control system fan operating logic.

[0024] FIG. 16 is a flowchart illustrating a preferred embodiment elaborating the control and operation of the prior art method for controlling a group of motors, specifically addressed to a new operating logic of the charge cooling system.

[0025] FIG. 17 is a flowchart illustrating a preferred embodiment elaborating the control and operation of the prior art method for controlling a group of engines, specifically addressed to a new reconfiguration and cargo shed operating logic.

[0026] FIG. 18 is a computer architecture diagram showing an illustrative computer hardware and software architecture for a computing system capable of implementing aspects of the embodiments presented herein.

DETAILED DESCRIPTION

[0027] Motors typically include a motor controller to configure and provide power to the motor. In a system that includes a group of motors, there are typically an identical number of motors and motor controllers. Motor controllers are most often rated to provide a peak power load that is equivalent to or greater than the peak load of the corresponding motor.

[0028] Using the concepts and technologies described here, a motor system includes a series of motor controllers connected in parallel with a power switching network. Using this architecture as described below, the motor controller array and/or the rated power, or power output capability, of each motor controller can be reduced in such a way as to reduce the overall weight of the motor system. Throughout this invention, embodiments are described with respect to engines and engine controllers used within an aircraft. An aircraft environment provides a useful example for the embodiments described here since reducing the weight of an aircraft is a universal goal, however it should be understood that the concepts presented here are equally applicable to engine systems within any platform, including ships, vehicles, or any other platform where reduction in size and/or weight is a consideration.

[0029] In the detailed description which follows, references are made to the accompanying drawings which form part thereof, and which are shown by way of illustration, specific embodiments or examples. Referring now to the drawings, in which like numbers represent like elements throughout the various figures, a parallel motor controller architecture will be described. FIG. 1 shows a conventional architecture 100 of motor controllers for supplying power to motors 108. According to the conventional architecture 100, a power source 102 supplies power to a bus 104, which directs power to any number of conventional motor controllers 106.

[0030] It should be appreciated that for clarity, only two conventional motor controllers 106A and 106B and corresponding motors 108A and 108B are shown. Each conventional motor controller 106 conditions the received power signal for use by a single connected motor 108. In the example shown, the conventional motor controller 106A supplies power to the motor 108A, while the conventional motor controller 106B supplies power to the motor 108B.

[0031] For illustrative purposes, the conventional architecture 100 can be implemented within an aircraft. In accordance with this implementation, the power source 102 supplies an alternating current (AC) or direct current (DC) signal to conventional motor controllers 106. Exemplary conventional motor controllers 106A and 106B include, but are not limited to, a cabin air compressor motor controller, an electric motor hydraulic pump motor controller, a generator combustion engine starter motor controller, a nitrogen generation system compressor motor controller, a controller fan motor and a flight control actuator motor controller. It should be appreciated that any type of motor controllers 106 and motors 108 may be used within any type of vehicle or other platform without departing from the scope of this invention.

[0032] Looking now at FIG. 2 , a parallel motor controller architecture 200 will be described in accordance with various embodiments. Similar to the exemplary conventional architecture 100 shown in FIG. 1, the parallel motor controller architecture 200 includes the power source 102, the bus 104, and the motors 108. However, in the parallel motor controller architecture 200, there are multiple parallel motor controllers 204 that are connected in parallel to a power switching network 202. The power switching network 202 supplies power from the motor controllers in parallel 204 to the motors 108. The power switching network 202 includes an electrical circuit that electrically connects the motor controllers. parallel motor 204 to motors 108 via a series of electrical switches that enable any number of parallel motor controllers 204 to be connected to any given motor 108. Power switching network 202 may include or be connected to a computing device which controls the electrical switches to couple motor controllers in parallel 204 as needed to provide adequate power to the motors 108 according to the current load requirements of the engines 108 as they change at any given instant in time. The operations of the power switching network 202 will be described in greater detail below.

[0033] In the example shown in FIG. 2 , each of the three parallel motor controllers 204 has a power output capability that is lower than that of the conventional motor controllers 106 shown in FIG. 1. For example, each of the parallel motor controllers 204A, 204B, and 204C may be capable of providing 50 kW of power such that the combined power output capability of the motor controllers 204 is 150 kW. In contrast, the conventional architecture 100 of FIG. 1 uses two conventional motor controllers 106A and 106B, each having a power output capacity of 100 kW for a combined power output capacity of 200 kW. As the weight of motor controllers is typically proportional to the power output capability, the parallel motor controller architecture 200 shown in FIG. 2 may weigh less than the conventional architecture 100 shown in FIG. 1, even though three parallel motor controllers 204 are used in the paralleled motor controller 200 architecture as opposed to two conventional paralleled motor controllers 106 used in the conventional architecture 100.

[0034] The concepts and technologies described here take advantage of the operational characteristics of the 108 engines in vehicle and other implementations where the peak power loads, or maximum power requirements, of the 108 engines do not occur simultaneously. In these implementations having complementary power loads on the motors, multiple smaller parallel motor controllers 204 may be used instead of the larger conventional dedicated motor controllers 106 and be dynamically reconfigured as described herein to shift the power distribution between the motors 108 as the power demands of the 108 engines dictate.

[0035] It should be appreciated that the example shown in FIG. 2 is simplified for clarity. Although only three motor controllers in parallel, 204A, 204B, and 204C, are shown to be connected to the two motors, 108A and 108B, any number of motor controllers in parallel 204 can be used to supply power to any number of motors. 108 in accordance with various embodiments. Similarly, the power switching network 202 is shown as including a single simple electronic switch for purposes of clarity. However, any number and type of switching mechanisms may be used within the power switching network 202 to combine the power outputs of the motor controllers in parallel 204 for supply to the motors 108.

[0036] Returning now to FIG. 3, an illustrative power load chart 302 will be described. The power load chart 302 shows how the embodiments described here take advantage of the complementary power load requirements 304 of two different engines on an aircraft during different phases of flight to use parallel engine controllers 204 to supply power to the engines. 108. In this example, the top graph shows the power load requirement 304 of a cabin air compressor during eight phases of flight 306, including ground operations, engine start, taxi, takeoff, climb, cruise, descent and landing. The vertical axis represents the present 304 power load requirement of the cabin air compressor.

[0037] The bottom graph shows the power load requirement 304 of an electric motor hydraulic pump during the same eight phases of flight 306. Following the two graphs from left to right through the various phases of flight 306, be seen at what power available, which is the power output capability of all the 204 motor controllers in parallel together to supply power to each of the two 108 motors, remains at 150 kW. This available power can be supplied using the 200 parallel motor controller architecture shown in FIG. 2 where each of the three parallel motor controllers 204 are rated at 50 kW. The combined 150 kW of the three parallel 204 engine controllers is dynamically redistributed between the cabin air compressor and electric motor hydraulic pump as the current operating demands of the two 108 engines change during the various phases of 306 flight.

[0038] As an example, it can be seen that during ground operations, 100 kW of power is supplied to the cabin air compressor and 50 kW of power is supplied to the electric motor hydraulic pump. To do this, two parallel engine controllers 204 are connected to the cabin air compressor and an engine controller 204 is connected to the electric motor hydraulic pump. During combustion engine starting, the motor controllers 204 can be connected to a generator so that all 150 kW of available power is directed to the generator to start the combustion engine. This architecture is further described below with respect to FIG. 4B.

[0039] During taxiing and take-off the operational demands of the engines 108 lead to a reconfiguration of the power switching network 202 such that the power output to the cabin air compressor is reduced to 50 kW, while the power output from two of the motor controllers in parallel 204 is redirected to the electric motor hydraulic pump. During ascent, cruise and descent, 100 kW of power is directed to the cabin air compressor and 50 kW of power is directed to the electric motor hydraulic pump. Finally, during landing when there is a higher demand on the electric motor hydraulic pump due to the lowering of the landing gear and certain flight control surfaces, power is shifted to provide 100 kW of power to the electric motor hydraulic pump and 50 kW of power to the cabin air compressor.

[0040] It is to be understood that the power load requirements 304 values of the cabin air compressor and electric motor hydraulic pump are given for illustrative purposes to show the complementary nature of the power demands of the two engines 108 and the dynamic reconfiguration of the power switching network 202 to redistribute power as required by the power load requirements of the engines 108. It should be further appreciated that although example data for the cabin air compressor and electric motor hydraulic pump are shown, any number and type of motors 108 can be used and the power available from all motor controllers in parallel 204 is dynamically distributed among all motors 108.

[0041] FIG. 4A shows an example power distribution system 400 that will be used throughout FIGS. 4B-4E to illustrate the dynamic reconfiguration of electrical connections within the power switching network 202 to redirect power from one or more parallel motor controllers 204 to one or more motors 108 as the current operating demands of the motors change during different phases of flight. Through all these examples shown in FIGS. 4A-4E, six 204A-204F parallel engine controllers provide power to four 108 engines, including a 108A generator, 108B cabin air compressor, 108C pump, and 108D fan.

[0042] FIG. 4B shows an internal combustion engine starting power distribution system 402 representing electrical connections within the power switching network 202 during an internal combustion engine start of an aircraft using generator 108A. In this scenario, generator 108A demands a very large power load. As a result, all paralleled engine controllers 204A-204E are electrically connected to generator 108A, leaving engine controller 204F to supply some power to fan 108D to cool aircraft equipment.

[0043] FIG. 4C shows a takeoff power distribution system 404 representing electrical connections within the power switching network 202 during aircraft takeoff. Since generator 108A no longer requires power from the parallel motor controllers 204 after the combustion engine is started, generator 108A is shown to be supplying power to a bus 450. The parallel motor controllers 204 that fed power to the generator 108A during engine start-up were reconfigured to supply power to cabin air compressor 108B and pump 108C. During takeoff, the 304 power load requirement of the 108C pump is greater than that of the 108B cabin air compressor. As a result, in this example, two parallel motor controllers 204A and 204B are connected to cabin air compressor 108B and three parallel motor controllers 204C-204E are connected to pump 108C.

[0044] FIG. 4D illustrates a cruise power distribution system 406 in which the power switching network 202 is reconfigured during cruise conditions. Since the 304 power load requirements of cabin air compressor 108B and pump 108C are complementary (as shown in FIG. 3), the parallel motor controller 204C connection is switched from pump 108C to air compressor. 108B cabin air while cruising to meet the higher power load demands of the 108B cabin air compressor.

[0045] FIG. 4E shows a hydraulic demand power distribution system 408 in which the power switching network 202 is reconfigured during temporary hydraulic conditions such as raising and lowering the landing gear and reversing thrust of the internal combustion engines. As can be seen, four of the six parallel motor controllers 204 are electrically connected to pump 108C. As is the case in any of the scenarios presented, as soon as the high power load requirement 304 of pump 108C decreases, the switching power network 202 is reconfigured again in accordance with the present power load requirements 304 of all pumps. engines 108.

[0046] FIGS. 5A-5C show alternative configurations 500, 520, and 540, respectively, of a motor controller system to illustrate various placements of an output filter 510 in accordance with various embodiments. Conventional motor controllers 106 utilize filters to assist in conditioning electronic signals for use by a motor 108. FIG. 5A shows an embodiment where parallel motor controllers 204A and 204B are connected to the power switching network 202 to supply power to the motor 108. In this example, the power source 102 supplies an AC signal to the parallel motor controllers. 204.

[0047] Each motor controller 204 includes an input filter 502, an output filter 510 and an intermediate filter 506 which is positioned between a rectifier 504 and an inverter 508. It should be appreciated that the components of the parallel motor controllers 204 are not limited to those shown in FIGS. 5A-5C and that the components of any given parallel motor controller 204 may vary from those shown. For example, when the power source 102 provides DC input to the motor controllers in parallel 204, the motor controllers in parallel 204 can include an input filter 502, an inverter 508, and an output filter 510, without requiring a 504 rectifier or any additional filters.

[0048] FIG. 5B shows an alternate configuration of motor controller 520 in which parallel motor controllers 204 share a single output filter 510. In this embodiment, an output filter 510 can be connected to motor 108 so that power received at power switching network 202 is fed into output filter 510 prior to reception by motor 108. Doing so allows removal of output filters 510 from parallel motor controllers 204. Sharing an output filter 510 instead of including an output filter 510 within each parallel motor controller 204 reduces the overall weight of the system as filters can be relatively heavy components.

[0049] To further reduce weight, the embodiment shown in FIG. 5C shows an alternate configuration of motor controller 540 in which one or more parallel motor controllers 204 do not use output filter 510. Typically, output filters 510 are used due to the length of the power feeds from the output controllers. parallel engine 204 in an equipment bay of an aircraft or other vehicle to the engines 108. The electrical signal from the parallel engine controllers 204 may be configured as pulse-width modulated or switched (square) waveforms that include a significant harmonic content that becomes amplified by the impedance of the power supplies by the time the signals are received by the motors 108. Output filters 510 within the parallel motor controllers 204 smooth the waveforms and prevent damage to the motors 108 caused by the amplified harmonics of unfiltered square waveforms. However, in embodiments where the parallel motor controllers 204 are located close to the motors 108, or if radiated emissions from the power supplies are not considered, then the alternative motor controller configuration 540 shown in FIG. 5C which does not include any 510 output filters can be used to further minimize the weight of the motor controller system.

[0050] It should be appreciated that the logic operations described in FIGs. 6 to 17 are implemented (1) as a sequence of computer-implemented acts or program modules running on a computing system and/or (2) as interconnected machine logic circuits or circuit modules within the computing system. The computing system may be a part of, or connected to, the power switching network 202 and will be described below with respect to FIG. 18. Implementing the logical operations described here is a matter of choice depending on the performance and other requirements of the computing system. Consequently, the logical operations described here are referred to as multiple as they mention operations, structural devices, acts or modules. These operations, structural devices, acts, and modules may be implemented in software, in firmware, in special-purpose digital logic, and any combination thereof. It should also be appreciated that more or less operations can be performed than those shown in the figures and described here. These operations can also be performed in a different order than those described here.

[0051] Returning now to FIG. 6, an illustrative routine 600 from the prior art for controlling a group of motors 108 will now be described. Routine 600 begins at operation 602, where the present power load requirements 304 of each motor 108 are determined. This operation and others can be performed by a motor controller reconfiguration application running on the computer system, either as part of the power switching network 202 or in communication with the power switching network 202. As described above, the present power load requirement 304 of a motor 108 represents the operational power demand in that instance and in time. As illustrated in FIG. 3, the present 304 power load requirement of an engine 108 within an aircraft or other vehicle or platform may change according to an operational phase, such as various phases of flight 306. The present 304 power load requirements of different Motors 108 may be complementary such that an increase in a power requirement for one motor 108 coincides with a corresponding decrease in a power requirement for another motor 108, which allows for dynamic reconfiguration of electrical connections within the power switching network. power 202 as described here.

[0052] From operation 602, routine 600 continues to operation 604, where the number of parallel motor controllers 204 to be connected to each motor 108 is determined. As described above, the number of parallel motor controllers 204 to be connected to any given motor 108 may include the smallest number of parallel motor controllers 204 that are capable of satisfying the present 304 power load requirement of the particular motor 108 For example, if a motor 108 is using 100 kW of power, then two parallel motor controllers 204 each capable of delivering 50 kW of power are connected to the motor 108. In operation 606, the power switching network 202 is configured in accordance with the connection of the motor controllers in parallel 204 to the motors 108 in accordance with the present load requirements of motor powers as determined in operation 604. It should be appreciated that the power switching network 202 is configured by activation of any number of electrical switches within a circuit connecting the motor controllers in parallel 204 to each of the motors 108.

[0053] From operation 606, routine 600 continues to operation 608, where the motor controller system is monitored for motor action requests. According to one embodiment, a motor action request can be any activation or movement of a switch, lever, control device, or other apparatus used to control a system using one or more motors 108. For example, in environment of an aircraft, an engine action request may include, but is not limited to, lowering or raising the landing gear, activating or moving a control to move a flight control surface, and activating a bomb. . It should be appreciated that the engine action request can be the result of an action taken by a person or it can be the result of a computer controlled action. It should also be understood that the monitoring operation may include monitoring or screening of any number of systems, or it may be passive monitoring such as the receipt of a request.

[0054] In operation 610, if a motor action request is not received, then routine 600 returns to operation 608 and monitoring continues. However, if in operation 610, it is determined that a motor action request has been made or received, then routine 600 returns to operation 602, where the present 304 power load requirements of motors 108 are reevaluated and routine 600 continues as described above. In this manner, the power switching network 202 can be dynamically reconfigured to respond to changes in power load requirements 304 of motors 108 by redirecting power from parallel motor controllers 204 to applicable motors 108.

[0055] Returning now to FIG. 7, an illustrative routine 7000 for controlling a group of motors 108 through load shedding and resetting will now be described. Routine 7000 starts at operation 7010, determining an initial power load demand based on a first power load demand for a first motor and a second power load demand for a second motor. The next step, in operation 7020, includes determining the maximum power output from the power capacity of a first motor controller, the power capacity of a second motor controller, and the power capacity of a third motor controller. . The next step, in operation 7030, includes determining that the power capacity of the first motor controller is sufficient to meet the first power load demand and that the power capacity of the second motor controller is sufficient to meet the second power demand. power load. The next step, in operation 7040, includes assigning a first set of system-wide priorities based at least in part on the maximum power output, the first power load demand, and the second power load demand. The next step, in operation 7050, includes configuring a power switching network to couple the first motor controller for the first motor and the second motor controller for the second motor together. The next step, in operation 7070, includes determining an updated power load demand based on the initial power load demand and the third power load demand. The next step, in operation 7060, includes receiving a power request from a control unit to provide a third power load demand for a third motor. The next step, in operation 7070, includes determining an updated power load demand based on the initial power load demand and the third power load demand.

[0056] Continuing with FIG. 7, following the determination of the updated power load demand, the next step, in the 7080 operation, includes determining that the updated power load demand is greater than the maximum power output. The next step, in operation 7090, includes assigning a second set of system-wide priorities that assigns the third engine a higher priority level than the second engine, and is based at least in part on maximum power output, on the first power load demand, on the second power load demand, and on the third power load demand. The 'OR' division, in step 7100, represents the two alternative embodiments of the present invention, where starting from step 7111, the parallel motor controller architecture reconfigures its resources by completely diverting power away from a motor. and for another, while starting from step 7121, the parallel motor controller architecture adapts to requests for power by higher priority motors by only bypassing the amount of power needed, as long as it is needed.

[0057] The reconfiguration embodiment, in step 7111, includes determining that the power capacity of the third motor controller, in combination with the power capacity of the second motor controller, is required to meet the third power load demand . The next step, in operation 7112, includes configuring the power switching network to decouple the second motor controller from the second motor, and then couple the second motor controller and third motor controller to the third motor. The next step, in operation 7113, includes identifying that the power request is no longer valid. The next step, in operation 7114, includes reassigning the first set of system-wide priorities. The final step of this embodiment, in operation 7115, includes configuring the power switching network to decouple the second motor controller from the third motor and then re-couple the second motor controller with the second motor.

[0058] The load shedding embodiment in step 7121 includes determining that the power capacity of the third motor controller, in combination with a first portion of the power capacity of the second motor controller, is sufficient to meet the third power load demand. The next step, in operation 7122, includes configuring the power switching network to couple the second motor controller to the third motor, to direct the second motor controller to supply the first portion of the power capacity of the second motor controller to the third. motor and to couple the third motor controller to the third motor. The next step, in operation 7123, includes identifying that the power request is no longer valid. The next step, in operation 7124, includes reassigning the first set of system-wide priorities. The final step of this embodiment, in operation 7125, includes configuring the power switching network to decouple the second motor controller from the third motor, and then re-couple the second motor controller to the second motor thereby fully meeting the second power demand. power load.

[0059] Returning now to FIG. 8, an illustrative routine 800 specifically addressed to a new main combustion engine electric starter operating logic will now be described. Routine 800 starts at operation 810, where the bus power control unit will determine how much power is available to the modular parallel converter. In operation 820 the modular parallel converter configures the power commutation network for starting the combustion engine and this operation is informed by the torque determination of the electronic controller of the explosion motor 811 (which it communicates to the modular parallel converter) and the operation of the generator control unit to open the generator circuit breaker and apply excitation to the starter/generator 812. In operation 830 the modular parallel converter selects the appropriate engine control algorithm based on the information it has available to do so. In operation 840 the modular parallel converter applies power to the motor of the starter/generator and speed feedback information is shared between the modular parallel converter and the electronic controller of the internal combustion engine which monitors the speed of the 841 motor. 850 if the starter cut-off speed is not reached then operation 840 starts again, however, if the starter cut-off speed is reached then the modular parallel converter will initiate a soft stop and leave the starter mode. motorization of the starter motor/generator 860. In operation 880 the bus power control unit will release the power planning to other systems, and will communicate to the electronic controller of the internal combustion engine and the generator control unit that the mode is no longer set to the main electric starter of the internal combustion engine, then operations 881 and 882 will begin. In operation 881 the electronic controller of the internal combustion engine is activated, while in operation 882 the generator control unit will remove excitation from starting transition to a generating mode.

[0060] Returning now to FIG. 9, an illustrative routine 900 specifically addressed to a new auxiliary power unit electric starter operating logic will now be described. Routine 900 starts at operation 910, where the bus power control unit will determine how much power is available to the modular parallel converter. In operation 920 the modular parallel converter configures the power switching network for starting the combustion engine and this operation is informed by the torque determination of the auxiliary power unit controller 911 (which it communicates to the modular parallel converter), and operation of the auxiliary generator control unit to open the starter motor/auxiliary generator circuit breaker and apply excitation to the starter motor/generator 912. In operation 930 the modular parallel converter selects the appropriate control of the motor algorithm based on the information that he has available for that. In operation 940 the modular parallel converter applies power to the motor of the starter/generator and speed feedback information is shared between the modular parallel converter and the auxiliary power unit controller which monitors the speed of the motor 941. In operation 950 if the starter cut-off speed is not reached then operation 940 starts again, however, if the starter cut-off speed is reached then the modular parallel converter will initiate a soft stop and leave the starter mode. starter motor/generator motorization 960. In operation 980 the bus power control unit will release the power planning to other systems and will communicate auxiliary power unit controller and auxiliary generator control unit that the mode is not is more defined for the auxiliary electric starter of the internal combustion engine and then operations 981 and 982 will begin. In operation 981 the auxiliary combustion engine is running, while in operation 982 the auxiliary generator control unit will remove excitation and start the transition to generation mode.

[0061] Returning now to FIG. 10, an illustrative routine 1000 specifically directed to a new auxiliary power unit explosion engine electrical start operation logic will now be described. Routine 1000 starts at operation 1010, where the bus power control unit will determine how much power is available to the modular parallel converter. In operation 1020 the modular parallel converter configures the power switching network for auxiliary power unit starting and this operation is informed by the torque determination of auxiliary power unit controller 1011 (which it communicates to the modular parallel converter), and operation of the auxiliary generator control unit to open the auxiliary generator/starter circuit breaker to apply excitation to the starter/generator 1013. Note: Prior to operation 1013 by the auxiliary generator control unit, in operation 1012 the auxiliary generator control unit Battery voltage boost initiates power conversion to provide excitation power to an auxiliary starter generator and high voltage to the modular parallel converter. In operation 1030 the modular parallel converter selects the appropriate motor control algorithm based on the information it has available for it. In operation 1040 the modular parallel converter applies power to the motor of the starter/generator and speed feedback information is shared between the modular parallel converter and the auxiliary power unit controller which monitors the speed of the 1041 motor. 1050 if the starter cut-off speed is not reached then operation 1040 starts again, however, if the starter cut-off speed is reached then the modular parallel converter will initiate a soft stop and leave the start mode. 1060 starter motor/generator motorization. In operation 1080 the bus power control unit will release the power planning to other systems and will communicate to the auxiliary power unit controller and auxiliary generator control unit that the mode is no longer defined for the electric booster battery starter of the internal combustion engine then operations 1081 and 1083 will begin. In operation 1081 the auxiliary combustion engine is running, while in operation 1083 the auxiliary generator control unit will remove excitation and start the transition to a generation mode, while in operation 1082 the battery voltage booster unit will interrupt the power conversion for the excitation of the auxiliary starter generator and the modular converter in parallel.

[0062] Returning now to FIG. 11, an illustrative routine 1100 specifically addressed to a new electrical taxiing operation logic will now be described. Routine 1100 starts at operation 1110, where the bus power control unit will determine how much power is available to the modular parallel converter. In operation 1120 the modular parallel converter sets the power switching network to electrical taxiing mode and this operation is informed by the electrical taxiing, speed and acceleration/deceleration controller torque determination 1111 (which it communicates to the modular converter in parallel), and operation of the electric brake controller reporting the state of the brakes 1112. In operation 1130 the modular parallel converter selects the appropriate motor control algorithm based on the information it has available to do so. In operation 1140 the modular parallel converter applies power to the electrical taxi motor and speed, acceleration, and deceleration, feedback information is shared between the modular parallel converter and the electrical taxi controller which monitors speed, acceleration and deceleration rates of the motor 1141. In operation 1150 the modular parallel converter monitors the bus power control unit and the electrical taxi controller and if a stop command has not been received then operation 1140 starts again, however if a stop command has been received, then the modular parallel converter will initiate a soft stop and leave the electric taxi motor mode 1160. In operation 1180 the bus power control unit will release the power planning to other systems, and will communicate to the controller taxiing that this mode is no longer set for electric taxiing and so operation 1181 goes with measure. In operation 1181 the plane is not taxiing, and in operation 1182 the electric brake controller provides the status of the electric brakes.

[0063] Returning now to FIG. 12, an illustrative routine 1200 specifically addressed to a new cabin air compressor operating logic will now be described. Routine 1200 starts at operation 1201, where there is a cabin air compressor request mode in an air conditioning package control unit. In operation 1210 the bus power control unit will determine how much power is available to the modular parallel converter. In operation 1220 the modular parallel converter sets the switching power network to cabin air compressor mode and this operation is informed by the speed command from the air conditioning package control unit (which it communicates to the modular converter in parallel). In operation 1230 the modular parallel converter selects the appropriate motor control algorithm based on the information it has available to do so. In operation 1240 the modular parallel converter applies power to the cabin air compressor engine and speed feedback information is shared between the modular parallel converter and the control unit of the air conditioning package which monitors the speed of the 1241 engine. In operation 1250 the modular parallel converter monitors the bus power control unit and the air conditioning package control unit controller, and if a stop command has not been received then operation 1240 starts again, however, if a stop command has been received, then the modular parallel converter will initiate a soft stop and leave cabin air compressor motor mode 1260. In operation 1280 the bus power control unit will release the power schedule for other systems, and will communicate to the air conditioning package control unit that the mode is no longer set for the cabin air compressor and then operation 1281 will start. In operation 1281 the cabin air compressor is not running.

[0064] Returning now to FIG. 13, an illustrative routine 1300 specifically addressed to a new hydraulic pump operating logic will now be described. Routine 1300 starts at operation 1301, where there is a request for hydraulic pump mode on a hydraulic pump controller. In operation 1310 the bus power control unit will determine how much power is available to the modular parallel converter. In operation 1320 the modular parallel converter sets the power switching network to hydraulic pump mode and this operation is informed by the speed command of the hydraulic pump controller (which it communicates to the modular parallel converter). In operation 1330 the modular parallel converter selects the appropriate motor control algorithm based on the information it has available to do so. In operation 1340 the modular parallel converter applies power to the hydraulic pump motor and speed feedback information is shared between the modular parallel converter and the hydraulic pump controller which monitors the speed of the 1341 motor. parallel monitors the bus power control unit and hydraulic pump controller, and if a stop command has not been received then 1340 operation starts again, however, if a stop command has been received then the modular parallel converter will initiate a soft stop and leave hydraulic pump motor mode 1360. In operation 1380 the bus power control unit will release power planning to other systems and will communicate to the hydraulic pump controller that the mode is no longer set to the hydraulic pump and then operation 1390 will start. In operation 1390 the hydraulic pump is not running.

[0065] Returning now to FIG. 14, an illustrative routine 1400 specifically addressed to a new nitrogen generation system operating logic will now be described. Routine 1400 starts at operation 1401, where there is a nitrogen generation system mode request from a nitrogen generation system controller. In operation 1410 the bus power control unit will determine how much is available to the modular parallel converter. In operation 1420 the modular parallel converter sets the switching power network to nitrogen generation system mode and this operation is informed by the speed command of the nitrogen generation system controller (which it communicates to the modular parallel converter ). In operation 1430 the modular parallel converter selects the appropriate motor control algorithm based on the information it has available to do so. In 1440 operation the modular parallel converter applies power to the motor of the nitrogen generating system and speed feedback information is shared between the modular parallel converter and the nitrogen generating system controller which monitors the speed of the 1441 motor. 1450 operation the modular parallel converter monitors the bus power control unit and the nitrogen generating system controller, and if a stop command was not received then 1440 operation starts again, however, if a stop command was received, then the modular parallel converter will initiate a soft stop and leave the motor mode of the 1460 nitrogen generating system. At 1480 operation the bus power control unit will release the power planning to other systems, and communicate to the nitrogen generation system controller that the mode is no longer set for the nitrogen generation system and then operation No 1481 will start. In operation 1481 the nitrogen generating system compressor is not running.

[0066] Returning now to FIG. 15, an illustrative routine 1500 specifically addressed to a new environmental control system fan operating logic will now be described. Routine 1500 starts at operation 1501, where there is an environmental control system fan mode request on an environmental control system fan controller. In operation 1510 the bus power control unit will determine how much power is available to the modular parallel converter. In operation 1520 the modular parallel converter configures the switching power network to fan mode of the environmental control system and this operation is informed by the speed command of the environmental control system fan controller (which it communicates to the modular converter in parallel). In operation 1530 the modular parallel converter selects the appropriate motor control algorithm based on the information it has available to do so. In 1540 operation the modular parallel converter applies power to the environmental control system fan motor and speed feedback information is shared between the modular parallel converter and the environmental control system fan controller which monitors the motor speed 1541 In operation 1550 the modular parallel converter monitors the bus power control unit and the fan controller of the environmental control system, and if a stop command was not received then 1540 operation starts again, however, if a stop command has been received, then the modular parallel converter will initiate a soft stop and leave the fan motor mode of the environmental control system 1560. In operation 1580 the bus power control unit will release the power planning to others systems, and will communicate to the environmental control system fan controller that the mode is no longer set to for the environmental control system fan and then the 1581 operation will start. In operation 1581 the environmental control system fan is not running.

[0067] Returning now to FIG. 16, an illustrative routine 1600 specifically addressed to a new cargo cooling system operating logic will now be described. Routine 1600 starts at operation 1601, where there is a charge cooling system mode request on a charge cooling system controller. In operation 1610 the bus power control unit will determine how much power is available to the modular parallel converter. In operation 1620 the modular parallel converter sets the switching power network to load cooling system mode and this operation is informed by the speed command of the load cooling system controller (which it communicates to the modular parallel converter ). In operation 1630 the modular parallel converter selects the appropriate motor control algorithm based on the information it has available to do so. In 1640 operation the modular parallel converter applies power to the motor of the load cooling system and speed feedback information is shared between the modular parallel converter and the load cooling system controller which monitors the speed of the 1641 motor. 1650 operation the modular parallel converter monitors the bus power control unit and the charge cooling system controller, and if a stop command was not received then 1640 operation starts again, however, if a stop command was received received, then the modular parallel converter will initiate a soft stop and leave the 1660 load cooling system motor mode. In 1680 operation the bus power control unit will release the power planning to other systems, and will communicate to the cargo cooling system controller that the mode is no longer set for the cargo cooling system and then the operation No 1681 will start. In operation 1681 the cargo refrigeration system compressor is not running.

[0068] Returning now to FIG. 17, an illustrative routine 1700 specifically addressed to a new load offload and reconfiguration operation logic will now be described as a preferred embodiment of the present invention. Routine 1700 starts at operation 1710, where the modular parallel converter receives the output from the bus power control unit (communicating a particular mode request and the power associated with that mode) and the configuration of the modular parallel converter is established including the total number of motor controllers (or modules), the power of each, and if any have failed. In the next step, in operation 1720, a determination is made as to which modes are currently in operation and what power is being consumed as a result of those modes in operation. In step 1730, a determination is made as to the current power capacity that is additionally available for use in other modes. In step 1740, a decision is made, if the current power capacity is not less than the power required for the requested mode by the bus power control unit, then the modular parallel converter activates the requested mode at the requested capacity, the modular parallel converter system reduces its remaining power capacity to contribute to the operation of this new mode 1741 and the bus power control unit is informed of this in step 1742. If the current power capacity is less than the required power for the requested mode, then a priority determination of the requested mode is made with respect to other active modes 1750. If the requested mode priority is less than or equal to all other currently active modes, then the converter modulates into parallel activates the requested mode only on the currently available capacity, the modular parallel converter sets the power capacity remaining power at zero 1760 and the bus power control unit is informed that the requested mode is activated with reduced power and that the available power capacity of the modular parallel converter is zero.

[0069] In step 1770, if the priority of the requested mode is higher than at least one other mode currently active, and if it is possible to reduce the power supplied to that at least one other lower priority mode 1771, then the power total for any of these lower priority modes will be reduced in order to establish the power balance needed to meet the power request for the requested mode, and the modular parallel converter will activate the requested mode and set the power capacity remaining at zero 1772 while informing the 1773 bus power control unit that a lower priority mode is activated at a lower power than requested and that the total remaining power capacity of the power-parallel modular converter is zero. In step 1776, if an incremental reduction in power delivery to the lower priority modes is not possible, then a determination of the maximum possible reduction is calculated as a result of completely turning off all lower priority modes, and the requested mode is provided with the power previously directed to these lower priority modes.

[0070] In step 1780, if the priority of the requested mode is higher than at least two other currently active modes one of which has a higher priority than at least one other currently active mode, and if it is possible to reduce the power provided to that at least one other lower priority mode 1781, then the total power for any of these lower priority modes will be reduced so as to provide the power balance needed to meet the power request for the requested mode, and the modular parallel converter will activate the requested mode and will inform the bus power control unit that lower priority loads are activated at lower power and that the remaining power capacity of the modular parallel converter is zero 1782. In step 1786, if a power derating in the power supply for the lowest priority modes is not possible, then a determination of the maximum derating is possible. The threshold is calculated as a result of completely turning off all low priority modes and partially turning off all modes with a lower priority than the requested mode but higher than the lowest priority modes, and the requested mode is provided. with the power previously directed to these lower priority modes. In step 1790, if the reduction in power delivery described in step 1786 is not possible, then a determination of the maximum possible reduction is calculated as a result of completely turning off all lower priority modes, and the requested mode is provided with the power previously directed to these lower priority modes. This process can be repeated until it activates for all lower priority modes and/or the requested mode receives all the power it requested or its request is no longer valid. One way in which incremental reductions may not be possible is that the requested mode is not operable with only the added amount of power provided by the incremental reductions.

[0071] FIG. 18 shows an illustrative computer architecture for a computer 1800 housed within an aircraft 1801 capable of running the software components described herein to provide power to a group of engines 108 in the manner set forth above. The computer architecture shown in FIG. 18 illustrates a conventional desktop, laptop or server computer and can be used to perform any aspect of the methods presented here. As described above, the computer 1800 may be a part of the power switching network 202 or may be communicatively connected to the power switching network 202. While the preferred embodiment is housed within an aircraft, alternative embodiments within the The scope of the present invention may be implemented in systems contained within a jet aircraft, a propulsion aircraft, a helicopter, a hovercraft, a land vehicle, a marine vehicle, or any other system independently controlling a series of engine controllers and engines.

[0072] The computer architecture shown in FIG. 18 includes a central processing unit 1802 (CPU), a system memory 1808, including a random access memory 1814 (RAM) and a read-only memory (ROM) 1816, and a system bus 1804 that couples the memory to the CPU 1802. A basic input/output system containing the basic routines that help transfer information between elements within the computer 1800, such as during startup, is stored in ROM 1816. Computer 1800 additionally includes a mass storage device 1810 for store an 1818 operating system, application programs, and other program modules, which are described in greater detail here.

[0073] The 1810 mass storage device is connected to the 1802 CPU through a mass storage controller (not shown) connected to the 1804 bus. The 1810 mass storage device and its associated computer-readable medium provide non-volatile storage for the 1800 computer. Although the description of computer readable medium contained herein refers to a mass storage device, such as a hard disk or CD-ROM drive, it should be appreciated by those skilled in the art that such readable medium by computer can be any available computer-readable storage medium that can be accessed by the 1800 computer.

[0074] By way of example, and not limitation, computer storage media may include volatile and non-volatile media, removable and non-removable media implemented in any method or technology for storing information such as computer-readable instructions, of data, program modules or other data. For example, computer storage media include, but are not limited to, RAM, ROM, EPROM, EEPROM, flash memory or other solid-state memory technology, CD-ROM, Digital Versatile Discs (DVD), HD-DVD , BLU-RAY, or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and that can be accessed by the 1800 computer.

[0075] According to various embodiments, computer 1800 can operate in a networked environment using logical connections to remote computers through a network such as network 1822. Computer 1800 can connect to network 1822 through a network. network interface unit 1806 connected to bus 1804. It should be appreciated that network interface unit 1806 may also be used to connect to other types of remote computer systems and networks. Computer 1800 may also include an input/output controller 1812 for receiving and processing input from a variety of other devices, including a keyboard, mouse, or electronic stylus (not shown in FIG. 18). Similarly, an input/output controller can provide output to a display screen, printer, or other type of output device (also not shown in FIG. 18).

[0076] As mentioned briefly above, a number of program modules and data files can be stored in the 1810 mass storage device and 1814 RAM of the 1800 computer, including an 1818 operating system suitable for controlling the operation of a desktop computer, laptop or networked servers. Mass storage device 1810 and RAM 1814 may also store one or more program modules. In particular, mass storage device 1810 and RAM 1814 can store engine controller reconfiguration application 1820 that is operative to perform the operations described above. Mass storage device 1810 and RAM 1814 can also store other types of program modules.

[0077] Furthermore, the invention comprises embodiments according to the following clauses:

[0078] Clause 1. A method for real-time power control over a plurality of motor controllers by at least one processor in a computer system, the method comprising: determining a first power load demand from a first plurality of active engines, wherein the first plurality of active engines is a subset of a plurality of engines; selecting a first combination of motor controllers from the plurality of motor controllers necessary to provide sufficient power to meet the first power load demand based, at least in part, on a maximum power output of the plurality of motor controllers; assigning a first set of system wide priorities based at least in part on maximum power output and first power load demand; configuring a power switching network such that the first plurality of active motors are electrically connected to the first combination of motor controllers in accordance with the first set of system wide priorities; receiving from a first control unit a power request for a first motor, wherein the power request is associated with a first priority level; determining a first priority assignment for the first priority level against the first system-wide priority set; assign a second set of system-wide priorities based at least in part on the first priority assignment and the first set of system-wide priorities determine a second power load demand from a second plurality of active motors, where the second plurality of active engines comprises the first plurality of active engines and the first engine; selecting a second combination of motor controllers from the plurality of motor controllers required to provide sufficient power to meet the second power load demand; and configuring the power switching network such that the second plurality of active motors are electrically connected to the second combination of motor controllers in accordance with the second set of system wide priorities.

[0079] Clause 2. The method of clause 1, further comprising: receiving a first signal from a second control unit, wherein the first signal is associated with the power request; and adjusting the first priority assignment based on the first signal and thereby adjusting the second set of system wide priorities.

[0080] Clause 3. The method of clause 2, further comprising: determining that the second power load demand is greater than the maximum power output of the plurality of motor controllers; and disconnect a subset of lower priority active motors.

[0081] Clause 4. The method of clause 2, further comprising: determining that the second power load demand is greater than the maximum power output of the plurality of motor controllers; and configuring the switching power network such that the second combination of motor controllers supplies an amount of power to a lower priority subset of active motors that is reduced below an optimal operating amount of power for the subset of motors. lower priority assets according to the second set of system-wide priorities.

[0082] Clause 5. The method of clause 4, further comprising:

[0083] Identify that the power request is no longer valid; reassign the first set of system-wide priorities; and configuring the power switching network such that the amount of power supplied to a subset of lower priority active motors is increased back to the optimal operating amount of power for the subset of lower priority active motors in accordance with the first set of system-wide priorities.

[0084] Clause 6. The method of clause 2, further comprising: determining that the maximum power output of the plurality of motor controllers has been reduced to a lower maximum power output; and disconnect a subset of lower priority active motors.

[0085] Clause 7. The method of clause 2, further comprising: determining that the maximum power output of the plurality of motor controllers has been reduced to a lower maximum power output; and configure the power switching network such that an amount of power supplied to a subset of lower priority active motors is reduced below an optimal operating level for the subset of lower priority active motors according to the second set system-wide priorities.

[0086] Clause 8. The method of clause 1, wherein said first control unit is a bus power control unit.

[0087] Clause 9. The method of clause 1, wherein each of said plurality of motors may be selected from the group comprising a main combustion engine electric starter, a starter motor, a generator, an electronic controller engine, an auxiliary power unit controller, an electrical engine auxiliary starter, an auxiliary motor starter generator, an auxiliary electrical starter control unit for the internal combustion engine battery, an electric taxi motor , a cabin air compressor, a hydraulic pump, a nitrogen generating motor, an environmental control system fan, and a cargo cooling motor.

[0088] Clause 10. The method of clause 2, wherein said second control unit is selected from the group comprising a generator control unit, an electronic combustion engine controller, an auxiliary power unit controller, a auxiliary generator control unit, a battery voltage booster unit controller, an electrical taxi controller, an electrical brake controller, an air conditioning package control unit, a hydraulic pump controller, a nitrogen generation system, a fan controller environmental control system, and a charge cooling system controller.

[0089] Clause 11. An engine control system, comprising: a plurality of engines; a plurality of motor controllers configured for electrical connection in parallel; a power switching network electrically connecting the plurality of motors to the plurality of motor controllers; and a modular parallel converter for dynamically controlling the power switching network, comprising a computer with at least one processor and a non-transient storage medium having computer-executable instructions stored thereon which, when executed on the computer, make the computer: determining a first power load demand from a first plurality of active motors, wherein the first plurality of active motors is a subset of the plurality of motors; selecting a first combination of motor controllers from the plurality of motor controllers necessary to provide sufficient power to meet the first power load demand based, at least in part, on a maximum power output of the plurality of motor controllers; assigning a first set of system wide priorities based at least in part on maximum power output and first power load demand; configuring the power switching network such that the first plurality of active motors are electrically connected to the first combination of motor controllers in accordance with the first set of system wide priorities; receiving from a first control unit a power request for a first motor, wherein the power request is associated with a first priority level; determining a first priority assignment for the first priority level against the first system-wide priority set; assign a second set of system-wide priorities based at least in part on the first priority assignment and the first set of system-wide priorities; determining a second power load demand from a second plurality of active motors, wherein the second plurality of active motors comprises the first plurality of active motors and the first motor; selecting a second combination of motor controllers from the plurality of motor controllers required to provide sufficient power to meet the second power load demand; and configuring the power switching network such that the second plurality of active motors are electrically connected to the second combination of motor controllers in accordance with the second set of system wide priorities.

[0090] Clause 12. The system of clause 11, wherein said computer-executable instructions stored therein additionally cause the computer to: receive a first signal from a second control unit, wherein the first signal is associated with the request of potency; and adjusting the first priority assignment based on the first signal and thereby adjusting the second set of system wide priorities.

[0091] Clause 13. The clause 12 system, wherein said computer executable instructions stored therein additionally cause the computer to: determine that the second power load demand is greater than the maximum power output of the plurality of power controllers motor; and disconnect a subset of lower priority active motors.

[0092] Clause 14. The clause 12 system, wherein said computer executable instructions stored therein additionally cause the computer to: determine that the second power load demand is greater than the maximum power output of the plurality of power controllers motor; and configuring the switching power network such that the second combination of motor controllers supplies an amount of power to a lower priority subset of active motors that is reduced below an optimal operating amount of power for the subset of motors. lower priority assets according to the second set of system-wide priorities.

[0093] Clause 15. The clause 14 system, in which said computer-executable instructions stored therein additionally make the computer: identify that the power request is no longer valid; reassign the first set of system-wide priorities; and configuring the power switching network such that the amount of power supplied to a subset of lower priority active motors is increased back to the optimal operating amount of power for the subset of lower priority active motors in accordance with the first set of system-wide priorities.

[0094] Clause 16. The clause 12 system, wherein said computer executable instructions stored therein additionally cause the computer to: determine that the maximum power output of the plurality of motor controllers has been reduced to a lower maximum power output ; and disconnect a subset of lower priority active motors.

[0095] Clause 17. The clause 12 system, wherein dictates computer-executable instructions stored therein additionally do the computer: determine that the maximum power output of the plurality of motor controllers has been reduced to a lower maximum power output ; and configuring the switching power network such that an amount of power supplied to a subset of lower priority active motors is reduced below an optimal operating level for the subset of lower priority active motors according to the second system-wide set of priorities.

[0096] Clause 18. The system of clause 11, wherein each of said plurality of engines may be selected from the group comprising a main combustion engine electric starter, a starter motor, a generator, an electronic controller engine, an auxiliary power unit controller, an internal combustion engine auxiliary electric starter, an auxiliary starter motor generator, an auxiliary electric starter control unit for the battery powered internal combustion engine, an electric taxi motor , a cabin air compressor, a hydraulic pump, a nitrogen generating motor, an environmental control system fan, and a cargo cooling motor.

[0097] Clause 19, The clause 12 system, wherein said second control unit is selected from the group comprising a generator control unit, an electronic combustion engine controller, an auxiliary power unit controller, a auxiliary generator control unit, a battery voltage booster unit controller, an electrical taxi controller, an electrical brake controller, an air conditioning package control unit, a hydraulic pump controller, a nitrogen generation system, a fan controller, environmental control system, and a charge cooling system.

[0098] Clause 20. An aircraft having an engine control system, the engine control system comprising: a plurality of engines; a plurality of motor controllers configured for electrical connection in parallel; a power switching network electrically connecting the plurality of motors to the plurality of motor controllers; and a modular parallel converter for dynamically controlling the power switching network, comprising a computer with at least one processor and a non-transient storage medium having computer-executable instructions stored thereon which, when executed on the computer, make the computer: receiving a communication including a requested mode and a requested mode power amount; calculate a maximum power rating based, at least in part, on a total number of motor controllers and an amount of power associated with each motor controller; calculate a current power usage based at least in part on which modes are currently on and what power is being consumed as a result of those modes in action; determining a current power capacity that is currently available for use by taking the difference between the maximum power capacity and the current power use; activate the requested mode and reduce the current power capacity to contribute to the requested mode activation, only if the current power capacity is not less than the requested mode power amount, but if the current power capacity is less than that amount of requested mode power will then determine a priority assignment of requested mode with respect to all other active modes; activate the requested by only the current power capacity and then reduce the current power capacity to contribute to the activation of the requested mode, only if the priority of the requested mode is less than or equal to the priority of all other active modes, but if the priority of the requested mode is not less than or equal to the priority of all other modes currently in operation, then determine if there are any lower priority modes having a priority designation only lower than the priority designation of the requested mode, and if there are any any lower priority modes then; determining whether the only lowest priority modes that exist are lowest priority first modes having a priority assignment only a single level lower than the requested mode priority assignment, and if there are any lowest priority first modes, then; determine a total power of the first low priority modes that is currently used by those first low priority modes, then partially reduce the total power of the first low priority modes, direct that partially reduced power to the requested mode, and define the capability of current power to zero, only if it is possible to make a partial reduction of the total power of the first low priority modes, if it is not possible to make a partial reduction of the total power of the first low priority modes, then; completely reduce the total power of the first low priority modes, direct that completely reduced power to the requested mode, and set the current power capacity to zero; determine if there are second low priority modes having a priority assignment between the first low priority modes assignment level and the requested mode priority assignment level, and if there are any second low priority modes, then partially reduce power of the first low priority modes, direct this partially reduced power to the required mode, only if it is possible to make a partial reduction of the total power of the first low priority modes, if it is not possible to make a partial reduction of the total power of the first modes low priority, then completely reduce the total power of the first low priority modes; determining a total power of the second low priority modes that is currently used by those second low priority modes; partially reduce the total power of the second low priority modes, direct this partially reduced power to the required mode, only if it is possible to make a partial reduction of the total power of the second low priority modes, if it is not possible to make a partial reduction of the power total of second lowest priority modes, then; completely reduce the total power of the first low priority modes and the total power of the second low priority modes, direct this combined completely reduced power to the requested mode, and set the current power capacity to zero.

[0099] Based on the foregoing, it should be appreciated that technologies to reconfigure a power switching network 202 to redirect power from any number of parallel motor controllers 204 to one or more motors 108 as the present requirements meet load loads 304 of the engines 108 change are provided here. Using the embodiments described herein, the series of parallel engine controllers 204 that serve a group of engines 108 within an aircraft, vehicle, or other platform can increase or remain the same than with conventional systems. However, as the dynamic reconfiguration of electrical connections within the power switching network 202 connecting the motor controllers in parallel 204 to the motors 108 as described here allows the power output capability of the motor controllers in parallel 204 to be reduced, the Overall weight of a motor controller system can be reduced.

[00100] From the foregoing, it will be appreciated that specific embodiments of the invention have been described herein for purposes of illustration about an aircraft, but that various modifications can be made without departing from the invention. For example, motor controllers may have more or less than the number of fixed modes described in certain embodiments above. The modes may correspond to different flight regimes than those discussed above. Certain embodiments have been described in the context of particular systems (e.g., hydraulic pump motors, ECS systems, and nitrogen generation systems), but may apply to other systems and/or combinations of systems in other embodiments. Aspects of the invention described in the context of particular embodiments may be combined or eliminated in other embodiments. For example, aspects of the motor controller's reserve functions can be predicted in combination with motor controllers operating in a fixed number of predetermined modes. Furthermore, while advantages associated with certain embodiments of the invention have been described in the context of those embodiments, other embodiments may also have these advantages, and not all embodiments need necessarily have such advantages to fall within the scope of the invention. Accordingly, the invention is not limited except by the appended claims.

Claims (14)

1. Method for real-time power control over a plurality of motor controllers (204) by at least one processor in a computer system, method characterized in that it comprises: determining a first power load demand from a first plurality of active engines, wherein the first plurality of active engines is a subset of a plurality of engines; selecting a first combination of motor controllers from among the plurality of motor controllers (204) required to provide sufficient power to meet the first power load demand based, at least in part, on a maximum power output of the plurality of controllers engine (204); assigning a first set of system wide priorities based at least in part on maximum power output and first power load demand; configuring a power switching network (202) such that the first plurality of active motors are electrically connected to the first combination of motor controllers in accordance with the first set of system wide priorities; receiving from a first control unit a power request for a first motor, wherein the power request is associated with a first priority level; determining a first priority assignment for the first priority level against the first set of system wide priorities; assign a second set of system-wide priorities based, at least in part, on the first priority assignment and the first set of system-wide priorities; determining a second power load demand from a second plurality of active motors, wherein the second plurality of active motors comprises the first plurality of active motors and the first motor; selecting a second combination of motor controllers from the plurality of motor controllers (204) necessary to provide sufficient power to meet the second power load demand; and configuring the power switching network (202) such that the second plurality of active motors are electrically connected to the second combination of motor controllers in accordance with the second set of system wide priorities. 2. Method according to claim 1, characterized in that it additionally comprises: receiving a first signal from a second control unit, wherein the first signal is associated with the power request; and adjusting the first priority assignment based on the first signal and thereby adjusting the second set of system wide priorities. 3. Method according to claim 2, characterized in that it additionally comprises: determining that the second power load demand is greater than the maximum power output of the plurality of motor controllers (204); and disconnect a subset of lower priority active motors. 4. Method according to claim 2, characterized in that it additionally comprises: determining that the second power load demand is greater than the maximum power output of the plurality of motor controllers (204); and configuring the power switching network (202) such that the second combination of motor controllers supplies an amount of power to a lower priority subset of active motors that is reduced below an optimal operating power amount for the subset of lower priority active motors according to the second set of system-wide priorities. 5. Method according to claim 4, characterized in that it additionally comprises: identifying that the power request is no longer valid; reassign the first set of system-wide priorities; and configuring the power switching network (202) such that the amount of power supplied to a subset of lower priority active motors is increased back to the amount of optimal operating power for the subset of lower priority active motors. low according to the first set of system-wide priorities. A method according to claim 2, characterized in that it further comprises: determining that the maximum power output of the plurality of motor controllers (204) has been reduced to a lower maximum power output; and disconnect a subset of lower priority active motors. A method according to claim 2, characterized in that it further comprises: determining that the maximum power output of the plurality of motor controllers (204) has been reduced to a lower maximum power output; and configuring the power switching network (202) such that an amount of power supplied to a subset of lower priority active motors is reduced below an optimal operating level for the subset of lower priority active motors accordingly with the second set of system-wide priorities. Method according to claim 1, characterized in that said first control unit is a bus power control unit (1773). Method according to claim 1, characterized in that said each of said plurality of motors can be selected from the group comprising a main combustion engine electric starter, a starter motor (812, 860, 912, 960). , 1013, 1060), a generator (108A), an electronic combustion engine controller (811), an auxiliary power unit controller (911, 1011), an auxiliary electrical combustion engine starter, an auxiliary engine generator engine, a battery-operated electric starter control unit for the combustion engine, an electric taxi motor, a cabin air compressor, a hydraulic pump (1360), a nitrogen generating motor, a environmental control (1560) and a charge cooling motor. Method according to claim 2, characterized in that said second control unit is selected from the group comprising a generator control unit, an electronic combustion engine controller (811), a auxiliary power (911), an auxiliary generator control unit, a battery voltage booster unit controller, an electrical taxi controller, an electrical brake controller, an air conditioning package control unit, a controller pump, a nitrogen generation system controller, an environmental control system fan controller, and a charge cooling system controller. 11. An engine control system comprising: a plurality of engines; a plurality of motor controllers (204) configured for electrical connection in parallel; characterized in that: a power switching network (202) electrically connecting the plurality of motors to the plurality of motor controllers (204); and a modular parallel converter for dynamically controlling the power switching network (202) comprising a computer with at least one processor and a non-transient storage medium having computer-executable instructions stored thereon which, when executed on the computer, do the same. computer: determining a first power load demand from a first plurality of active motors, wherein the first plurality of active motors is a subset of the plurality of motors; selecting a first combination of motor controllers from the plurality of motor controllers (204) necessary to provide sufficient power to meet the first power load demand based, at least in part, on a maximum power output of the plurality of motor controllers. engine (204); assigning a first set of system wide priorities based at least in part on maximum power output and first power load demand; configuring the power switching network (202) such that the first plurality of active motors are electrically connected to the first combination of motor controllers in accordance with the first set of system wide priorities; receiving from a first control unit a power request for a first motor, wherein the power request is associated with a first priority level; determining a first priority assignment for the first priority level against the first set of system wide priorities; assign a second set of system-wide priorities based at least in part on the first priority assignment and the first set of system-wide priorities; determining a second power load demand from a second plurality of active motors, wherein the second plurality of active motors comprises the first plurality of active motors and the first motor; selecting a second combination of motor controllers from the plurality of motor controllers (204) required to provide sufficient power to meet the second power load demand; and configuring the power switching network such that the second plurality of active motors are electrically connected to the second combination of motor controllers in accordance with the second set of system wide priorities. 12. System according to claim 11, characterized in that said computer-executable instructions stored therein additionally make the computer: receive a first signal from a second control unit, wherein the first signal is associated with the power request; and adjusting the first priority assignment based on the first signal and thereby adjusting the second set of system wide priorities. 13. System according to claim 12, characterized in that said computer executable instructions stored therein additionally make the computer: determine that the second power load demand is greater than the maximum power output of the plurality of controllers engine (204); and disconnect a subset of lower priority active motors. 14. System according to claim 12, characterized in that said computer executable instructions stored therein additionally make the computer: determine that the second power load demand is greater than the maximum power output of the plurality of controllers engine (204); and configuring the power switching network (202) such that the second combination of motor controllers supplies an amount of power to a lower priority subset of active motors that is reduced below an optimal operating power amount for the subset of lower priority active motors according to the second set of system-wide priorities.

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